Transmission-gearing.



c. P.VSNYDER.

TRANSMISSION GEAHING.

APPLICATION FILED DEC-19,1914.

1,159,725, Patented Nov. 9, 1915.

W L 0 J?- I I ("Kl/Wag;

Inventor Attorneys CHARLES P. SNYDER, OF MOUN CARMEL, PENNSYLVANIA.

TRANSMISSION-GEMING.

Specification of Letters Patent.

Patented Nov. 9, 1915.

Application filed December 19, 1914. Serial No. 878,098.

To all whom itmag concern Be it known that I, CHARLES P. SNYnEma citizenof the United States, residing at Mount Carmel, in the county ofNorthumberland and State of Pennsylvania, have invented a new and usefulTransmission- Gearing, of which the following is a specification.

The present invention appertains' to transmission gearing, adaptedparticularly for use in motor vehicles, but capable for use for variousother purposes, it being the'object of the invention to provide atransmission gearing of novel and improved construction, whereby thedriven shaft or element may be rotated in either direction at variousspeeds, or may be disconnected from the driving shaft or element so asto remain passive.

It is also Within. the scope of the invention, to provide a reversingand speed change transmission gearing, embodying a unique assemblage ofthe component parts, and improved generally in its construction anddetails to enhance the utility and efiiciency thereof. 7

With the foregoing and other 0b]6(3tS lIl view which will appear as thedescription proceeds, the invention resides in the combination andarrangement of parts and in the details of construction hereinafterdescribed and claimed, it being understood that changes in the preciseembodiment of the invention herein disclosed can be made withinthe'scope of what is claimed without departing from the spirit of thelIl-VGIltlOIL The invention is illustrated in its preferred embodimentin the accompanying drawing, wherein Figure 1 'is a fragmental view ofthe transmission gearing, partly in elevation and partly in section.Fig. 2 is a cross sectional view taken on the line 2-2 of Fig. 1.

In carrying out the invention, the transmission gearing embodies arotary gear case or drum 1, preferably ofcircular cross section, andhaving the reduced tubular hubs or trunnions 2 and 3 projectingcentrally from its ends and journaledthrough suitable supportingbearings a. The trunnion 3 is provided at that side of the correspondingbearing 4 opposite the case or housing 1 with a disk or wheel 5,"havingan upstand ing rim 6, and the end of the casel having the hub 2 isprovided with an inwardly projecting conical bearing portion 7. Theportions 2, 3, 5, 6 and 7 are preferably cast integral wlth the case ordrum 1 whereby the The driven shaft or element 11 which is 7 connectedto the differential of a motor vehicle, or to the propelling wheelsorvtheir' equivalent, is journaled through the hub 2 and bearing portion7 the inner ends of the shafts 18 and 11 within the casing 1 beingspaced'apart, and the said shafts being in alinement. i I

Disposed within the case 1, is a diametrically or laterally arrangedcounter-shaft 12, which has its ends journaled withindiametricallylopposite apertures 13 provided in the periphery of thecase 1, the ends of the shaft 12 being pointed or otherwise formed, asat 14 and being j ournaled and seated within the socket bearings 15which are threaded or otherwise adjustably engaged within the apertures13, so that the shaft 12 may be readily adjusted and held at its properadjusted position for rotation about a transverse or diametrical axiswith respect to the case The counter shaft 12 is disposedbetweentheadjacent ends of the ooaxial driving and driven shafts '8 and 11respectively, and serves as a medium for oper- 'atively connecting thedrivingfland' driven shafts. To this end, a relatively large bevel gear16 is keyed upon the counter shaft 12 adjacent, one end thereof, and arelatively small bevel gear 17 is also keyed upon the counter-shaft atthe opposite side of the axis of the case 1, and near the center of theshaft 12 and the case, and intermeshes with a relatively small bevelgear 19 keyed upon the inner end-of the shaft 11.

' A relatively large bevel gear 18'is keyed upon the inner end of thesleeve or bushing 9, and intermeshes with the bevel gear 16 on thecounter-shaft 12, and a relatively small bevel gear 20 Which also servesin the 'ofiice of a clutch, is slidable or feathered upon theinner endportion ofthe driving shaft 8, and is adapted to intermeshwiththe bevelgear ,17 of the counter-shaft. The I bevel gear 20 is provided upon itsback, or that side adjacent the bevel gear 18, with an external gear orclutch portion 21, and the adjacent side or face of the gear 18 isprovided with a recess or depression 22 for receiving the gear or clutchportion 21, and

has its periphery formed with internal gear teeth or clutch p0rtion23for interengaging with the teeth of the gear or clutch portion 21.

T he gears 17 and 18 are spaced sutliciently apart, in order that theclutch gear 20 may be shifted into and out of engagement with therespective gears 17 and 18, and in order that the gear 20 may be movedto an intermediate neutral or idle position between the gears 17 and 18so as to be disengaged from both of the last mentioned gears. lVhen thegear 20 is moved toward the shaft 12, it will be brought into mesh withthe gear 17, whereas if the gear 20 is moved away from. thecounter-shaft 12, it will be brought into engagement with the gear 18through the med um of the gear or clutch portions 21 and. 23.

As a means for shifting the clutch gear 20, the driving shaft 8 isprovided with a longitudinal feather-way 21-, within which the longitudnally slidable shift rod is disposed, and that end of the rod 25 withinthe case 1 is provided with an angularly extending portion 26 engaginginto the gear 20, to thereby feather the gear 20 upon the inner endportion of the shaft 8 and cause the gear 20 to he slid longitudinallyupon the shaft 8, when the shift rod 25 is moved in one direction or theother. The shift rod 25 may be oneratively connected to a foot pedal(not shown), or other suitable actuating mechanism.

A clutch device 2? is provided between the driving shaft 8 and the diskor wheel 5 of the case 1 in order to cause the case 1 to ro-- tate withthe shaft 8 at the same or different velocity, and to enable the case 1and shaft 8 to be disconnected. The clutch device 27 embodies a disk orplate 28 keyed upon the shaft 8 adjacent the disk or wheel 5 and bearingagainst the flange 10 of the sleeve or bushing 9. and the periphery ofthe disk 27 is provided with an outstanding rim 29 located adjacent andwithin the rim 6 of, the disk 5. Clutch shoes 30 are disposed betweenthe rims 6 and 29, and are provided with shanks or stem 31 slidablethrough the rim 29 of the disk 28 and the clutch shoes 30 are alsoprovided with fiber or other friction members 32 cotiperable andengageable with the interior of the rim 6 of the disk 5. I

As a means for forcingror thrusting the clutch or friction shoes 30 intoengagement with the rim of the disk 5, cams or eccentrics 33 are pivotedto inwardlyprojecting ears 34 carried by the rim 29 of the disk 28, andare provided with inwardly projecting lever arms 35 which areoperatively c0nnected to a washer or plate 36 slidable upon the shaft 8.A collar 37 is slidable upon the shaft 8 and bears against the washer36, the collar 37 being provided with an annular groove for theengagement of a suitable actuating mechanism (not shown) whereby thecollar 37 may he slid longitudinally away from the case 1, a coil wireexpansion spring 38 being disposed around the shaft 8 between the collar37 and a collar 39 secured upon the shaft 8. The spring 38 serves tomove the collar 37 and washer 36 toward the case 1 whereby the arms 35of the cams 33 are swung in the same direction, to cause the cams 33 toforce the stems or shanks 31 of the shoes 30 outwardly, and to therebycause the shoes 30 to frictionally engage the rim. of the disk 5. lVhenthe collar 37 is retracted or drawn away from the case 1,

the cams 33 may swing backwardly so that the clutch shoes 30 may beretracted out of engagement with the rim 6. It is to be noted that thedisk 28 will rotate with the shaft 8,

and will carry with it the clutch or friction shoes 30. A bra re band orfriction clutch 10 surrounds the rim 6 of the disk 5, and is connectedto a foot pedal or other actuating means (not shown).

In operation, supposing the driving shaft 8 to be rotated by the engine,when the collar 37 of the clutch device is retracted to allow the shoes30 to disengage the rim 6 of the disk 5, and when the brake band, or

clutch 10 is released, the case 1 may rotate freely relative to theshaft 8, and notwithstandingthe fact that the clutch gear 20 may beengaged to either of the gears 17 and 18, the case 1 will rotate idlyupon the driven shaft 11, and as a consequence the shaft 11 will remainpassive. The mechanism may also be held in neutral or idle position, bysliding the clutch gear 20 to intermediate or neutral position betweenthe gears 17 and v18, and even though either of the clutch devices andt0 be thrown into engagement with the disk 5 of the case 1, the case 1would merely rotate idly upon the shaft 11, since there would be nothingto cause the shaft 11 to rotate with the case 1 or shaft 8. In order torotate the driven shaft 11 forward, or in the same direction. as thedriving shaft 8, the shift .rod 25 is moved in the proper direction, toengage the clutch gear 20 with the gear 18, and the clutch d vice 27 isthen gradually thrown intoengagementwith the. rim 6 of the disk 5 (theclutch device 10 being released). Until. the clutch device 2? is engagedto the rim-6, the case 1 is to rotate'since the gear 17 being rotated bythe gear 20,"may simply travel around the gear 19 without moving theshaft 11.

into frictional engagement with the rim 6,

. the case will be gradually rotated with'the shaft 8, and then as thefriction shoes 30 engage the rim 6 with greater frictional effort, thecase 1 will be brought to the same speed or rotation as the shaft 8.Thus, when the case 1 is made to rotate with the shaft 8, the shaft 11will be rotated in the same direction as the shaft 8. hen there is aslip between the friction shoes30 and the rim 6. the shaft 11 willrotate slower than the shaft 8, and when there is no slip between theclutch device 27 and the rim 6, the shaft 11 will be rotated at the samespeed as the shaft 8. Consequently, by controlling the clutch device 27,through the medium of the collar 37, the velocity of rotation of theshaft 11 relative to the shaft 8, may be controlled to a nicety. Toreverse the mechanism. so that the shaft 11 will be rotated in adirection opposite to the direction in which the shaft 8 is rotated, theclutch gear 20 is shifted into engagement with the gear 17, so that whenthe clutch devices 27 and 10 are thrown out of engagement from the rim6, the case 1 will be rotated in the same direction in which the shaft 8is rotated, and consequently when the clutch device 10 is thrown intoengagement with the rim (3, the speed of rotation of the case 1 will bereduced, and the shaft 11 will be gradually rotated, and its velocity ofrotation will be increased as the clutch device a0 is thrown intogreater frictional engagement with the rim 6. V

Summing up the operation of the gearing in a more concrete manner, thedevice will be in neutral or idle position, when .either the clutchdevices 27 and are thrown out of engagement from the rim 6 of the disk5, or' when the clutch gear 20 is moved to idle position between thegears 17 and 18. Thus, when the clutch devices 27 and 40 are releasedfrom the rim 6, even though the gear 20 be engaged toone or the other ofthe gears 17 and 18, the case 1 may rotate relative to the shaft 8,without interference, and the gears 16, 17, 18 and 20 may thereforerotate freely relative to one another, and the case 1 may rotate freelyupon the shafts 8 and 11, without rotating the shaft 11. Should eitherof the clutch devices 27 and 40 be thrown into engagement with the rim6, and the clutch gear 20 he slid to neutral position between the gears17 and 18, the case 1 would be rotatedwiththe shaft 8 or heldstationary, but since the gears 17 and 16 which are operativelyconnected to the gear 19 of the shaft 11, are disconnected from theshaft 8, the shaft 11 will remain disconnected from the shaft 8, andwill therefore remain passive. \Vhen theclutch gear 20 is shifted intoengagement with the gear 17, with the clutch devices 27 and 4:0 in idleposition, the gear 20 being rotated with the shaft 8, will rotate thegear 17 and counter-shaft 12, and 'thegear 17 working around the gear19, will rotate the case 1 in the same direction as the shaft 8. Then,as the clutch device 40 is brought into gradual engagement with the rim6, the rotation of the case 1 relative to theframe having the bearings4, will be reduced, and

as a consequence, the shaft 11 will be roquently rotate the case 1 inthe opposite direction to the shaft 8, so that when the clutch device 27is thrown into engagement with the rim 6, the shaft 11' will be rotatedin the same direction as the shaft 8. Thus, the gear 18 rotating thegear 16 of the countor-shaft 12, will rotate the gear 17 which istraveling around the gear 19 and, will retate the case 1 in a directionopposite to the rotation of the shaft 8, and when the clutch device 27is thrown into operation, the rotation of the case 1 will be retardedand the case will finally be rotated in the same direction as the shaft8, and as a result the shaft 11 will be rotated due to teinterengagenient of the gears 17 and 19. The speed of the shaft 11relative to the shaft 8, is governed by the clutch devices 27 which maybe readily manipulated for this purpose. The gears 16 and 17 of theshaft 12 being located opposite one another, and being intermeshed withthe gears 18 and 20 uponthe shaft 8 at opposite sides of the gears 18and 20, provides for the reversing of the mechanism, as above indicated.The case or drum 1 may be provided with a suitable hand hole for theinsertion of the gears and other parts thereinto, to assemble themechanism. That side of the gear 16 adjacent the gears 19 and 20 isprovided with a recess or channel 16' for accommodating the gears 19 and20.

Having thus described the invention, what is claimed as new is 1. Atransmission gearing embodying a driving element, a driven element, arotary element intermediate the driving and driven elements, atransverse shaft journaled to the rotary element between the driving anddriven elements, a bevel gear keyed upon the driven element, a pair ofopposite bevel I gears keyed upon the said shaft, one of the said pairof gears intermeshing withthe first mentioned gear, a friction clutchcoiiperable with'the rotary element for retarding the same,a frictionclutch between the rotary and driving elements, and an opera tiveconnection between the driving element and said shaft, comprising a pairof bevel gears mounted upon the driving element and arranged tointermesh vvith the respective gears upon the shaft, and includingcontrollable means for disconnecting one or the other of the gearscarried by the shaft from. the driving element.

2A transmission gearing embodying a driving shaft, a driven shaft, arotary element between the shafts, a transverse countenshaft journaledto the rotary element, a bevel gear carried by the driven shaft, a pairof opposite bevel gears carried by the counter-shaft, one of the gearsof the counter-shaft intermeshing with the first mentioned gear, a pairof bevel. gears carried by the driving shaft and arranged to intermeshat opposite sides With the opposite gears of the counter-shaft, one ofthe gears carried by the driving shaft being mounted loosely thereon andthe other one being mounted for longitudinal movement to move out of engagement With the respective gear of the counter-shaft and being rotatedwith the driving shaft, tne gears carried by the driving shaft havinginterengageable portions, means for shifting the longitudinally movablegear, friction clutch cooperable with the rotary element for retardingthe velocity thereof, and a clutch device between the driving shaft androtary element.

3. A transmission gearing embodying a pair of bearings, a rotary casehaving end hubs journaled in the bearings, driving and driven shaftsournaled through the hubs, a transverse counter-shaft journaled withinthe case, a bevel gear carried by the driven shaft within the case, apair of bevel gears carried by the counter-shaft, one of the gears ofthe counter-shaft intermeshing with the first mentioned gear, a frictionclutch cooperable with the case for retarding the velocity thereof, afriction clutch between the case and driving shaft, and an operativeconnection between the counter and driving shafts comprising a pair ofbevel gears mounted upon the driving shaft and being adapted tointermesh at opposite sides with the respective gears of thecounter-shaft, and including means for disconnecting either one of thegears of the counter-shaft from the drivin g shaft.

4. A, transmission gearing embodying a pair of bearings, a rotary casehaving end hubs journaled through the said bearings, a driven shaftjournaled through one hub,

a sleeve journaled Within the other hub, a driving shaft journaledthrough the sleeve, a transverse counter-shaft journaled Within thecase, a bevel gear keyed upon the driven shaft, a pair of bevel gearskeyed upon the,

counter-shaft and one of them intermeshing With the first mentionedgear, a bevel gear keyed upon the sleeve and intermeshing with one ofthe gears of the counter-shaft, a bevel gear carried by the drivingshaft and adapted to intermesh with the other gear of the counter-shaft,means for disconnecting the last mentioned gear of the counter-shaftfrom the driving shaft and for connecting; the gear carried by thesleeve with the dri. ing shaft to rotate therewith, a friction clutchcooperable With-the case for retard-- ing the speed thereof, and zfriction clutch betiveen the case and driving shaft.

A transmission gear embodying a pair of bearings, a rotary case havingend hubs journaled Within the bearings, a driven shaft journaled throughone hub, a sleeve 3 0111" naled within the other hub, a driving shaftjournaled through the sleeve, a transverse counter-shaft jonrnaledWithin the case, a bevel gear keyed upon the driven shaft, a pair ofbevel gears keyed upon the countershaft at opposite sides of the axis ofthe case, one of the gears of the counter-shaft intermeshing with thefirst mentioned gear, a bevel gear keyed upon the sleeve Within thecase, a bevel. gear carried by the driving shaft Within the case, thegears of the sleeve and the driving shaft being adapted to intermesh atopposite sides With the respeetive gears of the counter-shaft, the gearof the driving shaft being movable lO'llgltlltlh nally thereon todisengage the respective gear of the counter-shaft, means for shiftingthe driving shaft gear, the gears of the driving shaft and sleeve havinginterengageable portions, whereby when the gear of the driving shaft isdisengaged fromvthe respective gear of the counter-shaft it may engagethe gear of the sleeve, a friction clutch cooperable with the case forretarding the velocity thereof, and a friction clutch between the caseand driving shaft.

In testimony that I claim the foregoing as my own, I have hereto affixedmy signature in the presence of two Witnesses.

'CHARLES P. SNYDER.

Witnesses:

Ivy E. SIMPSON, Mention E, MILLER.

Co i of thi patent may be obtained for five cents each. by addressingthe Commissioner of Patents,

Washington, I). C.

